Steam engine



' Jan. 8, 1929. 1,698,317

4 R. F. METCALFE STEAM ENGINE Filled oct. 27, 1919 2 sheets-snm 1 Jan. s, 1929.

R. F. METcALl-*E STEAM ENGINE 2 sheets-sheet 2 Filed Oct. 27, l1919 Patented Jan. 8, 1929.l

UNITED STATES IPA'lflEzliT OFFICE! YROBERT F. METCALFE, 0F ERIE, :PENNS-YLVANIA,v ASSIGNOR T0l SKINNER PATENT A HOLDING COMPANY., OF ERIE, PENNSYLVANIA, A CORPORATION` OF PENNSYL- vANIA.

` STEAM ENGINE.

Application led October 27, 1919..` Serial No. 333,795.`

The engine is particularly designed for automotive purposes. Here very high power with light weight is desirable and also a powerful engine which may be coupled. up in a close space. I prefer' to utilize the engine of what is known as the una-flow type and to make the cylinders for the engine single-acting so that a packing of joints, etc., may be very largely avoided. I prefer also to arrange the cylinders at an angle to each other and to utilize the space in the angle for mounting the valve gear.` This arrangement simplifies the valve gear and also simplies the construction. The chamber provided in the angle between the cylinders provides a very simple means for submerging the valve gear in oil.

I prefer also to provide a valve gear with an automatic means for shifting the cut-off with the initial starting of the vehicle. `It is desirable, in fact7 with a unaeow engine quite essential,V that there be a late cut-off with the starting of the engine becausevsuch engines having a uniform compression require a practically fullpressure effort to overcome this compression.l As the engine speeds up, on the contrary, itis desirable that the cut-off be shortened and this should preferably be accomplished automatically so that the attention of an operator is not required to accomplish this feature of control in starting. The ordinary throttle (not shown) may be provided for the engine and this may be so coupled with the cut-off mechanism as to compel the use of the cut-off mechanism in the normal running of the engine as distinguished from the throttle. This will add to the eiiiciency and, of course, will necessitate a cut-off l which will give the greatest economy for the speed desired under the conditions of load. There are numerous other details of my invention which will be disclosedin the following description and claims.

The invention is illustrated in the accompanying drawings as follows Fig. 1 shows a central vertical section of the engine.

Fig. 2 an end elevation, the cover plate the link chamber being removed.

Fig. 3 an end view of a portion of the engine showing a part of the automatic con-` trolling device.

vfrom the crank case.

l y Fig. 8 a plan view of the same vmechanism.

It is preferably cylindrical with a closed end 2, the opposite end having the cover plate 3. A crank shaft 4 is journaled in a bearing 5 1 marks the crank case, this with its extensions forming the frame for the engine.

in the closed end 2 and a bearing 6 in the closure plate 8.- Cranks 7 are directly opposed and have the crank pins 8. Connecting rods 10 of two lcylinders operate on each crank. The connecting rods extend to the pins 11 which are carried by the pistons 12. The -pistons operate i-n the cylinders 18. The cylinders are mounted on extensions 14 These extensions 14 have the seats 15 'and 16 on which the `flanges 17 and 18 of the cylinder rest. VThe flange 17 is clamped to its seat, the'joint between the seats 16 and 18 ordinarily having a yielding gasket (not shown)so that the load is carried'hy the .flange 17 and its seat.-

Ports 19 extend through the cylinder walls to an annular manifold opening 20 which are connected with the exhaust pipe 94.

It will be noted that by reason of the fact that the cylinder has a portion below the ports 19 below the point of load strain indicated by the flange 17 the lower part of the cylinder may be made quite light. Further the distortion due to variations in heat are thus largely obviated. The constructifon also facilitates the manufacture of the device.

The steam ports 21 extend by way of the valve passages 22 to the .chest 22a. Steam is supplied to the steam chest througha pipe 22D. The valve 23 is of the ldouble-heat poppet valve type. The valve iscarried by a stem 24. A spring 25 operating on the stem tends to seat the valve. The valve is operated from a push pin 26 and the seating of the valve is adjusted by the nut`28 in the usual manner. The push pin 26 operates in a bearing 29 in the frame and is operated by a rock lever 30. The rock lever is journaled on a rod 31 and is provided with Van opposing rock arm 32. The rock arm 32 carries a cam roller 33 which is engaged by the cam surface of the cam 34.

The cam 34 is carried by a rock shaft 35 being keyed thereon by a key 36.

It will be understood that there are four of the valves similar to the one described and clearly shown in F ig. 5, one for each cylinderyand that there are four of the rock arms 30 and that twoof the rock arms 30 are directed to one side of `the engine and two tothe opposite side and that there are two of the rock shafts 35, each carrying two ams 34. The cams with their operating mechanism are, of course, so disposed as to properly time-the valves. he pistons in the cylinders on the same side alternate and the cylinders'on the same crank sha-ft alternate. It will be noted that the valve gear is mounted in a chamber 37 which is Vformed by the trough formed by the angular dis- Y position ofthe cylinder extensions 14l of the crank case and this chamber is closed by a cove'r38 and the extensions. Oil is maintained in the chamber 37 at a level to submerge the valve gear. A dam 37a is arranged at the endl of the chamber overV which vthe oil i'iows to the link chamber hereinafter described. The valves are operated through cranks 39 and 40 extending from the end of the crank shaft 4. j Rods 41 and 42 are operated by the cranks 39 and40 respectively. These rods are fulcrumed on gins 44 carried by fulcrum links 43. The iulcrum links 43 are mounted on pins 45 carried by the shift lever 46. yThe shift lever is mounted on a shaft 47. The'upper ends ,ofthe rods 41 and 42 are provided with pins 48 by means of which the links 49 are connected with said rods. The links 49 are connected by means of pinsfO'with VCrum rods 43 are moved about the pins 45 and this gives to the pins or fulcrum points 44 a curved path about the pin 45 as a center. This curved path gives to thejupper end of the rod a cross movement which is communicated through the link 49 to the rock lever. This curved path ofthe ful- `Crum rod 43 is utilized in this valve gear for `varying the throw of the valve and 'for reversing the mechanism.` As the shift lever 46 is swung so as to bring theV fulcrum rods more nearly horizontal the throw or curve of thefulcrum rods relatively to the movement of the link 49 is decreased be- ;early cut-ofil as the engine is started.

vof the valve.` This can be readily followed. Taking the lefthand connection if the lever 4G moved upwardly so as to bring the pin above the shaft 47 it will be seen that a downward movement of the rod 42 will swingthe upper end. ofthat rod toward the left whereas a downward movement of the rod 42 with the parts positioned as they are in the drawings will effect a n'rovement ofthe upper end of the rod 42 to the right.

The link mechanism is contained in a chamber 52 at the end of the crank case and this chamber is enclosed or covered by a plate 537 theremoval of the plate exposing 4he entire linkage. The chamber 52 is in communication with the chamber 37 and as the oil overflows from the chamber 37 it is carried into the chamber 52 and from this chamber it is carried through the bearings between the chamber 52 inthe crank case to the crank `case from which the circulation starts. j

The shaft 47 is carried` inv a bearing 54. A lever 55 is fixed on the shaft and` this is connected by a ball joint 57 with a link 56. The link 5o terminates at its upper end in a disc 58 which operates within a fork 59 arranged on a link 60. The link GO is connected by a ball joint 61 witlia rock arm (52. The rock arm is carried by a.` manually controlling shaft G3, the controllingl shaft being momited in a bearing G4 on the engine "frame It will be readily seen thatlas the rock arm is moved the rock arm 55 is moved so long as the links G()` and 56 are maintained in a given relation. These links may be rigidly connected together butT prefer to joint them as shown and to utilize this joint for interposing an automatic` Vshitting device for automatically throwing the link mechanism from a late cut-ott' to an This autoniatic shifting mechanism may be accomplished with `various mechanisms utilizing speed as a factor of control but I prefer the one shown. The automat-ic device is mounted in a .frame 65 carried on the cngine frame. A main shaft 66 journaled inthe frame 65 by means ofbearings y 67. This shaft is hollow. The shaft provided with a bevelled gear GS which meshes with a bevelled gear 69. The'jlbeveled gear 69 is mounted ona vertical shaft70. Tliejverti- 'cal sliaft 7 0 is mounted in bearings 71 and The bevelled gear enclosed by a tube u.

f the movelll() Ll l) andl meshes with a bevelled gear 75.

necesi? is connected with a mounting 77a which is carried by a sliding head 78. The sliding head is provided with-a spline 79 which operates in a groove 8O ina shaft 81. The shaft 81 is carried by a bearing 81n in the shaft 66 and a bearing 81b arranged in the extension a on the frame. A fan 82 is lixed on `the outer end of the shaft 81. A nut 88 is arranged on the inner surface of the shaft 66. It operates on a screw 811 extending fromthe head 78..

It will readily he seen thatas the shaft 66 is driven from the engine the motion .of the shaft 66-is communicated to the fan 82 through the spring 77. vThis spring should be wound up or have initial tension. lVhen the resistance of the fan becomes suficiently great due to its speed. to overcome the initial tension of the spring the shaftv G6 will rotate or turn relatively to the head 78 and screw 84. As a result the nut 88 will run. up on the screw 84 and the Vhead 78 will be moved axially along the shaft 81. As soon as this movement has progressed a sufficient distance to give to the spring an added tension or strength sufficient to balance the resistance effected by the fan at the then speed the shaft 81 will rotate in unison with the shaft 66 and this condition will continue-until a change in speed Vtakes place when there will he a further relative movement and screw action with a further axial movement of the head. In the ordinary operation of the engine this will he progressive. up an d reaches a speed which overcomes the initial tension and continues to speed up the headwill be moved as the speed picks up along the shaftv 81 unt-il the spring is completely wound up and housed in 'the driver 77 n. I preferto have the mounting 77*L so arranged as 'to move under the action of the screw directly against the driver 76 when the ultimate speed is reached and consequently the spring is relieved of any added tension due to any higher speed.

The head 78 is provided with a grooved shoulder- 85 on which is mounted a ring 85a. A lever 87 is pivotally connected with the ring 85"L in the usual manner by a forked end. A rock arm 89 is xed on the outer end of the shaft 88 and is connected by a ball joint 90 with a link 91. The link 91has a forked end 92 which overlaps the forks 59 on the link 60. A pin 93 extends through the forks 92, 59 and disck 58, thus completing the pivotal connection` between the links 56, 60

As the engine picks The arm 87 is fixed on a shaft and 91. The link 91 controls the position ofthe pivotsofar as longitudinal movement is concerned and the broad faces of the joint preventing a bending of the link in a transverse direction. y

` lVith the links 56 and k60 deflected as shown in Fig. 1 rthe shift lever L16 isuso tarown as to give a late lcut-off. As the engine picksup and the automatic shift device straightens the links 56'and 60 the lever 46 is swung to give a short cut-off; vThe speed atvvhich this is accomplished 'may be regulatedby the Vrelative strength of the spring 77 and the size or resistance of the fan. After the links have been straightcned through. the shift device just described and the engine has Areached what may be conveniently termed. the minimum predetermined speed the valves `may becon- Vtrolled so as to give any cut-off desired through the operation .of the control shaft 68, the movement of which is communicated directly throughthe links 56 and 60v operating as one to the shift lever 416. An

exhaust connection 94; extends from the'exhaust manifold opening 20 to a condenser Deflectors 96 are provided with relation to the fan so that the air is dra-wn to the fan and delivered from the fan through the condenser.` Ordinarily the condenser is arranged at each side of the fan and the upper and lower parts of the condenser are closed by covers 9.5a so that air is delivered from the center of the fan upwardly and downwardly and then laterally throughthe condenser. 1Water is delivered from the condenser to thewater supply tank 97 which is arranged at the end of the crank case and at each side of the driven shaft.

/Iprefer to drive the air, oil and water pumps from ymechanism arranged in the link chamber 59.. The pump shaft 98. is driven through a.v gear 99 which meshes with a gear 100 on the crank shaft Ll. The

shaft 98 is carried in bearings 101: in the crank case and 102 in the cover 58.- Cranks 108 and 104 are arranged. in the shaft 98 and these drive the Scotch yokes 105, the pistonsof the air pump 106, water pump 107 and oil pump 107a being' operated from these yokes. -L

A passage 108 is arranged in an eccentric 108iL and communicates with an annular passage 108b on the face of the eccentric. An eccentric strap 109 hasv a passagev leadingrto the annular passage 108b through a plunger 110. vThe plunger 110 operates in an oscillating cylinder 111,` the .cylinder having an intake in a well 112 connectedv with an oil supply.

The clutch member 1111 is fixed on the end of the crank shaft" and is adapted to operate with the'clutch member 115v on thefloating shaft 116 which is provided with the usual transmission devices 117. The clutch and is driven from the shaft 8l;

nary be shifted by means of the lever 11.8. This desirable when Iit is desired to use the engine for power purposes other than in connection with a tractor; A; generator 119 is mounted on the end of the extension rI nis makes a convenient mounting for genera tor, particularly as the speed of the tan is at a levelto submerge the gear; a link chamber at the end oi the crank case and adjoining the chamber in the angle; and a link mechanism in the link chamber com'- inunicating motion to the valve gear, the chamber inthe angle being arranged to overfiow into the link chamber.

2. In a steam engine; the combination of a crank case having cylinder projections arranged at an angle to each other forming a valve gear chamber in the angle; cylinders on the projections; valves controlling `the admission ot steam to the cylinders; a

crank shaft; a valve gear in 'the chamber controlling the valves; a link mechanism controlling the valve gear comprisingrock arms connectedV with the valve gear and eccentric rods extending from the crank shaft; links extending transversely from said rods to said rock arms; ulcrum rods extending transversely from said eccentric rods; and a rocker controlling lever on the opposite sides of which said i'ulcrum rods are mounted.

3. Ina steam engine; the combination of a crank case having cylinder projections arranged at an angle forming a valve gear chamber in the angle; cylinders on the projections; a crank; valves controlling the admission of steam to the cylinder; a valve gear in the valve gear chamber actuating said valves, said valve gear comprising a rock shaft at each side of the valve gear chamber; rocker actuating means on said rock shaft; rockers transmitting movement of each rocker actuating means at one side of `the center' of the angle to the valves on the opposite cylinders; a link mechanism actuatin said shafts comprising rock arms on said rock shafts; eccentric rods extending from the crank shaft; links extending transversely from the rods to said rock arm; fulcrum rods extending transversely from said eccentric rods; and a. rocking control lever on the opposite sides of which said ulerum rods are mounted.

4. In a steam engine, the combination of a cylinder; a valve controlling the admission of stean'i to the cylinder; a crank shaft driven bv the engine; a valve gear linkage. .driven the fuleium rod to vary the cut-off; and a controlling device .for the gear acting on the mounting 'comprising an automatic il'ieinber sensitive to the speed of the engine and shifting the mountingas the engine speeds up initially to change the stroke from a late cut-oii to an early cut-eti, said controlling device having means operating independently of said member' and `acting on the mounting to vary the cut-oli'.

5; In a steam engine; the combination .of a variable cut-ofi' valve gear; a controlling mechanism for said gear comprising a linkage having two links hinged intermediate their ends and adapted to swing only in one plane; means sensitive to speed operating upon said links at their pivotal connection for changing the pivotal relation between said links to communica-te movement to the valve gear; and devices operating directly through said links for shifting the valve gear independently of said means;

G. Ina steam engine, the'combination of a variable cut-olf valve gear; aV controlling mechanism for said gear comprising a speed sensitive element in which a fan through its resistance forms one of the opposing forces and the spring driving the fan the other force, said element automatically shifting the cut-oif to shorten the same as the engine speeds up; and means acting independently of said element to shift the cut-off in the normal running of the engine.

7. In a steam engine, the combinationrof a variable cut-off valve gear; a controlling mechanism tor said gear comprising a speed sensitive element in which a fan through its resistance forms one of the opposing forces and a spring driving the fan the other force; and a condenser to which the fan delivers its air.

roo

8. In a steam engine, the combination of a variable cut-oii valve gear; a controlling mechanism for said gear comprising a speed sensitive element in which a fan through its resistance forms one of the opposing forces and the spring driving the fan the other force; said element automatically shifting the cut-ofiI to shorten the same as the engine 

